Internal-combustion engine.



A. 0. BROOKE. I

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. I9, 1913.

1,1 34,667, Patented Apr. 6, 1915.

2 SHBE ['S-SEEET 1' A. 0. BROOKE. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 19 I913.

Patentd Apr. 6 1915.

2 SHEETSSHEET 2.

' Fwy-I I I A. @Bma/Qa ARTHUR O. BROOKE, OF KANSAS CITY, MISSOURI.

INTERNAL-COMBUSTION ENGINE. v

Specification of Letters Eatent.

Patented. Apr. 6, 1915,

Application filed April 19, 1913. Serial No. 762,206.

To all whom it may concern:

Be it known that I, ARTHUR O. BROOKE, a citizen of the United States, residing at Kansas City, in too county of Jackson and State of llllissouri, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the foil wing is a specification.

This invention to internal combustion engines. and particularly to appliances designed to utilize kerosene or other hydrcarbons of varying grades or qualities as fuel which will answer satisfactorily for the operation iii. engines of this type.

One object of the invention is to improve the construction set forth in my pending application, Serial No. 753,073, for improve ments in inter combustion engines, filed .March 9, 1913, in wh'isii means is provided for vaporizin the fuel and generating steam by the heat of the e haust mixing the steam with air, anti the intermin. .ing these I gases in the into old. In the present instance, I also vaporize the fuel 'rlirectly from the heat of the :haust gases by ing the fuel. supply for practically its entire course through the exhaust manifold, whereby it is completely vaporized by the time it ias reached the point for introducing the air to be mixecl therewith. In this way the construction ronilcrcil simpler by dispensing with number 01 the parts of my other apparatus and' at the same time more fuel is.

exposed to the action oi the heat.

Another object is the production of a (is vice in which there will be a tlmrough mix ture of the fuel. vapor with the air, and. in which the control of the action of the fuel supply will be rendered largely automatic in accordance with rate of the fuel. con-- sumption.

-With these and other objects in view, as will hereinafter appear, the invention con- 5' LS in certain novel and. peculiar features of construction hereinafter described and claimed, and to afford. a complete understanding of. the same, reference is to he had to the accompanying rlrawings, in Which-'- Figure l is a side elevatiim of the general plan of my apparatus as applied to the engine of an. automobile. the view being partly broken away to show the arrangement of the oil feecl; Fig. :2 is vertical. sec on along the line H H of Fig. 1, illustrating the passages for the fuel vapor and air from.

the exhaust tube to the intake manifolds and Fig; 3 is a section along the line 111 111 of Fig. 2. v

in. the drawings, an internal combustion engine 3 is shown in the usual position no cupiecl by it upon the chassis e of an automobile. and provided with the usual intake manifold 6 and. exhaust manifold 8. Co rnunicating with the intake manifold t3 an. intake port 10 controlled. by a throttle valve G5 12 carried in an overlying casing list. 'llfis casing 1 1 is provideai. with an auxiliary air valve 16 held normally closed by a coil. spring 18 the tension of which may be adjusteil by a nut Couununicating with the casing l l an air n'iixiug tube 252 leading from an air-inlet casing 24. which is mounted. upon exhaust manifold 8 and secured thereto by tlbolts 26. This casing; has air inlet passages 25 between it and the underlying exhaust u'ianiiolrl. in passing through which the air is' heated.

The liquid. fuel tube 28 extends through the exhaust manifold aiul. has its discharge 8 to. hinal located just within the receiving end of the tube 22, just above the point where the latter communicates with the easing One portion oi the tube 28 extends an incline from the engine, as shown in Fig. 1, from Where the tube, still following the exhaust, extends horizontally, finally leavingthe exhaust and extending up to a valve chamber 30. Within this ehainbeuis a lve 32 gperatecl by a float which, suported upon the liquid in the chamber, tends to throw the valve to close the entrance into the chan'iliier from a supply tube which communicates with the-fuel reservoir From the above it will he understood that the fuel is vaporizeii. upon passing" through ti 6 exhaust manifold 8., which is kept at a higl'i temperature clue to the discharge of the hot gases therethrough. The feed tube 28 extends for practically its whole length through the ,ezrhmist, and is consequently subjectecl to the full heating action of the exhaust gases. Normally the liquid fills the horizontal run oi; the tube 28 and. stands in the inclilne portion. of the tube at the height 10 of the liquid in the valve chamber 3%, so that at all times the fuel is being heateii throughout this portion oi? the tube, andi through an additional higher portion of the tube corresponding to the amount the valve is Elu'owzi oggen; 6. as the speed of lhe engine is increased, she suction through the tube is increased and. correspondingly g column of the liquid is automatically ectecl to lhe lieaqui action of the ex- As the liquid is vaposizec'l, i'r passes through the discharge opening into the lube 532 Where is mixed thoroughly with the heated air entering through the passages 25 of 3 easing From. this poiiit the hot mixmre is drawn (lOWl) into the oasis and through the port 10, the valve 18 eutomaiically usual, to, let in uir when the capacity of inlet passages has been exceeded.

From the foregoing description it Will be apparent that l have provided a very simple and ellioieus-(ippliance for carrying out the objects above enumerateal, a ucl While l have slim-menu (la-ascribed the preferred embodi" meet of my :Loqveniiou, I wish it understood. llmt I reserve like right to make any such 0' amigos 11ml lIlOillllCfililOIlS may properly ll within the spirit and scope of the apid'ffil claims.

firm-u the ezzheusfi and its level. varied iii. accordance with the speed of the engine 2. ln an internal combustion engine, the combination with the intake manifold 21 m the exhaust manifold, of a liquid fuel 5:. ply, a fuel supply tube having a, liorizo run. beneath the level. of said fuel s1 and an upwardly inclined run leading lioni the horizontal run lo the intake manifold, said runs passing through the exhaust mai? fold and. the inclined run having the fuel standing therein. normally at a height above the level of the horizontal run, whereby the fuel is vaporized by the heat from the haust and its level. varied in. accordau e wish the speed of the engine, and means for supplying air to said fuel affier i3l1l8$6f vaporized and before it reaches the intake manifold.

In an. iniernal combustion engine rho oombination with an intake manifold so exhaust manifold, meins for obtui heated air from around laid exhaust 2110" fold, 2), fuel supply tube Within said 3 man fold, and. opening out of said mun oloi in a vertical direction and within said air heating means, an inverted ei-shaped tube extending from said air heating i eons be said intake manifold, a throttle valve located near said intake manifold and an aux 'iliury air int-eke located all the end of sum tube and near saicl intake manifold.

In testimony whereof, I :illix my si ture, in the presence of two Witnesses ARTHUR O. BROOKE Vliluesses ()HAll. W. GERARD,

' G. Y. TIIORPE, 

